Gas-engine.



L. LLMEE, In.

GAS ENGINE.

APPLIOATIOH FILED JULY ze, 1906.

)Patented Aug. 12, MMS.

5 SHEETS- SHEET 1.

L. ILLMBR, JB.

GAS ENGINE.

APPLICATION HLBD JULY 26, 1906.

Patented Aug. 12, 1MB.

5 SHEETS-SHEET 2.

L. ILLMER, JR. GAS ENGINE. APPLICATION FILED JULY ze, 190e.

5B Y Patented Aug. 12, 1913..

5 SHEETS-SHEET 3.

ftozneu /21 MIM-.

L. ILLMER, J3.

GAS ENGINE. v APPLICATION I'ILEI) JULY Z, '1906.

4. Z 9 .im .m Qusfwn 1J 0V M AE 2,. du e5 t Q .w P m wh/Leases L. ILLMER, JE.

GAS ENGINE.

APPLICATION FILED JULY 26, 1906.

5 SHEETS-SHEET 5.

Qmizam Ioz Patented Allg. 12,` 1913.

M M @Hom/H "narran eraan-s ernten LOUIS ILLMER, JR., 0F BALTIMORE, MARYLAND, ASSIGNORTO ILLMER GAS ENGINE COMPANY, A CORPORATION OF DELAWARE.

'GAS-ENGINE.

Specication olf Letters Patent. Patented Allg. 12,1913.

Application iled July 2G, 1906. Serial No. 327,967.

To all whom t may concern:

Be it known thatl, LOUIS ILLMER, Jr., of the city of Baltimore, .State of Maryland, hav-e inventedcertain newr and useful lmprorements in Gas-Engines, of which the following is a full, clear, and exact specification, such as will enable others skilled in the art kto which it appertains to make and luse the same.

My invention relates to `certain improvements in linternal combustion ,engines .and power plants thereof, which improvements relate particularly to double acting two cycle engines using a gaseous fuel and scavenging air, although the invention involves various features which .are applicable Ito .engines of other types.

At the exhaust period of this engine the exhaust port is opened and pressure in the 'cylinder falls toratmosphere. Immediately thereafter this port is closed and Icommunication is established between the mixing chamber and an exhauster or other form of pump, which exerts a sucking influence in the cylinder drawing out .the gas of combustion remaining therein so :that the vinlet valve when opened will first adlnit 'the scavenging air and next Athe working charge. The movement of the air and gas is controlled by a mixing and measuring valve, which causes the air and gas @to take the -form of successive strata of air and mixture of air andgas. This it -will be observed enables me vby means of a single pump, to lbring about the necessary movelnent of the air and gas. vlVhen -the :invention is ada-pt- `eel t0 a .power .plant composed-cfa plurality of engines, exhausting or pumping means are concentrated into a' single exhauster Ior pump which serves equally allof Vthe len gines of the plant lwith yrespect both .to the air and gas supplies thereof.

lt is also an object of my rinvention :to provide governor and manual control -not only xfor -the air and gas forming the fuel mixture but also *for the scavenging air.

My invention involves various other features and all willibe fully described herein- .after -and :particularly pointed out in the claims.

Reference 1s now had tothe .accompanying 'drawmgs which illustrate as an .example one manner in which the essential prin-A vently acting piston fciples of my invention may be practically embodied and in which- Figure l is a longitudinal section of the tail end portion of the engine showing the pis-ton, exhaust ports and connections, the tail inlet valve and the adjacent parts; Fig. 2 is a `near elevation of the engine with parts broken away; lli-g. 3 is a partial vertical section of the head, inlet valve and adjacent parts of the engine; iFig. 4 is a horizontal section .of the same; Fig. 5 is a sectional elevation of the vmixing and measuring valves and .the air and gas supplies; Fig. .6 is a :diagram showing :the governi-ng action and ,the transfer ort' motion for actuating the mixing .and inlet valves, and Fig. 7 is a diagram showing a gas engine power plant .organized according to my invention.

ln general design the .engine here illustrated involves .a horizontal cylinder with an inlet vport and valves at each end, and exhaust ponts at the middle. double acting and its rod is joined .by a cross head and` connecting rod ito the crank shaft. The scavenging .air and fuel mix- :ture lare supplied xto 'the inlet valves through miXinga-nd measuring valves actuated .from :in-eccentric on the crank shaft.

As shown liest i-n Fig. l, l0 indicates the cylinder which vhas Yat its center, suction exhaust ports 11 .and at each side thereof tpressure exhaust ports 12. The ports' -ll com- -municate with a suct1on pipe or connection lthefends of the cylinderare movable to permit expansion and contraction independof .the jacket sections. 'Ehe .double 1.7 is connected to its ,rod `18 as shown and the heads of .the .piston have 'The piston is` 75 cavities 19 therein in the walls of -which Y ports f 20 are formed, ,the zanrangement .beingl 1such that .the ports v2() ftirst .run into communication with the pressure exhaust ports l2 allowing lthe ,pressure .in .the cylinder vto fall .to 'atmosphere ,and said :ports next run into communication with {the-suction vports 1l allowingtheirelnaining gases to-;bel drawn out and lthe scavenging an' and mixing los charges to be taken into the engine all of which will be hereinafter set forth.

After the scavenging air is drawn through the cylinder the mixture charge enters and the piston then begins to return to compress the charge. On this 'return movement the ports 20 again register with the pressure exhaust ports 12 but the pressure in the cylinder at this time will not be suliicient to cause any material loss of the mixture. At each end of the cylinder an igniting means, such as a spark plug 21, is located and arranged to fire the charge through one of the ports 20 when the ports reach or `approach the end of Fig.

The valve housing 23 projects outward and carries a lateral pipe or conduit 28 communicating with the adjacent mixingv and measuring valve as will hereinafter fully appear and serving to carry the scavenging air and fuel mixture into the housing 23 from whence it passes to the inlet valve 33 and into the cylinder.

Theconduits 28 project out laterally from the valve housings as shown in Figs. 2 and 4 -and as shown in Fig, 2, these conduits communicate with the outlets 56 from the mixing or stratifying valve housings, 57.

Fig. 5 illustrates the mixing and stratify-A ingr valves and their adjacent parts.. The casings 57 contain ported compartments 58, 59 and 60 intended respectively for the gas, scavenging air and mixture air and supplied respectively by ducts 61, 62 and 63.v Of these ducts the ducts 62 and 63 communicate wlth a common supply 64, which with the gas duct 61 passes upward from the source of supply. Within ates a ported piston valve 65 and these valves are joined by links 66 to a wrist plate 67 which in turn is actuated by a suitable linkage from an eccentric-68 on the crank shaft of the engine (see the diagram Fig. 6). This arrangement is such that the before described suction is exerted through the engine, the valves 65 operate .to allow a uantity or stratum of air to pass from the c amber 59 into and through the cylinder to scavenge the same, which is followed by a stratum'of combustible mixture the air and gas of which are drawn from the chambers 58 and 60. These valves, therefore, control and direct the sucking action in such a way as to cause it to bring about the movement of successive strata of air and combustible mixture, the air strata passing through the cylinder to scavenge the same and the mixture strata being compressed and ignited in the cylinder inV the usual manner. The movement of the air and gas is due solely to the sucking action of the exhausler, no primary compression being necessary.

As shown in Fig. 5, the ducts 61, 62 and 63 have valves 69, 0 and 71 therein. These position shown at the left hand.

each housing 57 oper-A may be of any desired -form but are preferably of the damper type shown. Of these valves, the valve 69 commands the rassupplyand the valve 71 the mixture air supply and these valves are linked together as indicated at 72 so that they will maintain a l'ixed relation to each other, opening and closing in unison to throttle the combustible 1nixture without varying the proportions of air and gas therein. The Valve 69 at the head end of the engine (the left hand end in Fig. 5) has an arm 73 attached to the stem there# of and this arm is connected in any suitable manner with the (see Fig. 6). In this manner the valves 69 and 7l atthe head of the engine are automatically operated, while the corresponding valves at the tail endjare actuated in unison with the first valves through the medium of a reach rod 75 articulated to the arm 73 and overnor 74 of the engine A' to a lever 76 which is fastened intermediate urne of the charge according, to thelcad on the engine. The scavenging air valves 70 are normally open and are also under c011-A trol of the governor in such a manner that when the engine is up to speed or momentarily exceeds the same, the movements of the valves 70 is very slight if not ai?, While as the engine is running at slow speed as when starting or under overload the valves 70 close suddenly throttling or completely cutting off the scavenging air. As here shown the means for eecting /this result consist, for the head valve, in a link 77 joined to the middle portion of arm 73: and to an arm 78 on the stem of the valve and, for the tail valve, in a/ link 79 joined to the upper end of the lever 76 and to an arm 80 fastened to the stem of the valve. v

lt will thus appear that all of the valves 69, 70 and 71 are under "the governor control and that in this manner .the :uitomatic regulation of the engine is elected--the gas and mixture air valves 69 and 71 `Abeing arranged to open and close in fixed relation ac` cording to the load, and the scavenging air valves 70 being arranged to remain open or practically so at all times except when the engine may for any reason be running slow, at which times the scavenging air valves close quickly cutting olf in whole or in part the scavenging air supply Still further, by thus varying the scavenging air supply the engine may be regulated to suit different speeds of operation, increasing or diminish.

lng the scavenging air supply, so as to in- -sure that the volumes of the strata thereof will at all times bear the properrelation to the volumes of the mixture strata.

In the organization cfa gas engine power.

plant according to my invention, the arrangement is as shown in Fig. 7 in which a indicates three independent gas engines constructed preferably according to my present invention; 13, the suction pipes passing from the exhaust ports of the'engines as previously described,l b, a suction main; and c a pump, exhauster or other approved means for exert-ing asuction in the main b and pipes 13. In this manner a single pump is made to serve the purposes of several independentl engines. A1 further advantage is that by thus concentrating the pumping side of the plant, the various engines may be placed in different locations removed from each other and all operated in. connection with the common pumping station. -From this it follows that a plant of any number of engines may be operated with a single pump which causes the necessary flow of both the air and gas used in all the engines.

Having thus described the preferred embodiment of my invention, what I claim as new` and desire to secure by Letters Patent of the United States is:

1. The combination of a plurality of independent. gas engines each having pressure and suction exhaust ports, an inlet port and valve, a gas and air supply, a mixing and stratifying valve at the gas and air supply, a duct connecting-the tvvo valves and means for successively opening and closing the pressure and suction exhaust ports at the exhaust period, and a sticking means common to .the suction ports of all the engines, whereby at the exhaust period, the high pressure exhaust is vented through the pressure exhaust port, and as the suction port is opened, the residue of the exhaust gases is drawn out., and suct-ion is exerted in the air and gas supply causing the air and gas to be formed into alternate strata of scavenging air and combustible mixture on their Way to the inlet valve, a scavenging air stratum being drawn into and through the cylinder and the-next following mixture stratum being drawn into the cylinder as the Working charge.

2. The combination of a plurality of independent gas engines each having pressure and suction exhaust ports, an inlet port and valve, a gas and air supply, a mixing and stra-tifying valve at the gas and air supply, aduct connecting the two valves and means (for successively opening and closing the pressure and suction exhaust ports at the exhaust period, and a sucking meanscommon to the suction ports of.all the engines, whereby at the exhaust period, the high pressure exhaust is vented through the pressure exhaust port, and as the suetion port is opened, the residue of the exhaust gases is drawn out, and suction is exerted in the air and gas supply causing the air and gas to be formed into alternate strata of scavenging air and combustible mixture on their Way to the inlet valve, a scavenging air stratum being drawn into and through the cylinder and the next follow? ing mixture stratum being drawn into the cylinder as the'working charge, said means for successively opening and closing the pressure and suction ports consisting in the Working pistons of the engines.

3. The combination of a plurality of independent gas engines, each having an inlet port and valve, a duct leading thereto, a mixing` and stratifying valve at the receiving end of t-he duct and a gas and air supply leading to said valve, said valve serving to dispose the air and gas into alternate strata of scavenging air and mixture of air and gas and a sucking means communicating with and common to all of said engines and serving to draw said air strata into and through the engine and said mixture strata into the engine as the Working charge.

4. A double acting gas engine having a suction exhaust port at its middle portion and a pressure exhaust port on 4each side thereof and a piston arranged to overrun and control said ports.

A double acting gas engine having a suction port at its middle portion and a pressure exhaust port on each side thereof and a piston arranged to overrun said ports and having in each end a port adapted successively to register With the corresponding pressure ports and the suction port.

6*. A double acting gas engine having a suction port at its middle portion and a pressure exhaust port on each side thereof and a piston arranged to overrun said ports and having in each end a port adapted successively to register with the corresponding ports and the suction port and an igniting means at each end ofthe cylinder, such means being adapted to communicate ignition through the ports in the piston.

7. A gas engine having a gas and air supply, a mixing valve to which said supplies lead, a duct leading from said valve to the inlet. port of the engine, an inlet valve at said port and means for exerting a sucking action through the Working cylinder, duct and mixing valve, said valve disposing the air and gas into alternate vstrata of scavenging air and mixture ofair and gas and the suction causing said strata to flow, the air strata into and through the cylinder and the mixture strata into the same as the working charge. y

8. A gas engine having a gas and air supply, a 'mixing valve to which said supplies lead, a duct. leading from said valve to the inlet port of the engine, an inlet valve at said port and means for exerting a sticking action through the working cylinder, duct and mixing valve, said valve disposing Athe air and gas into alternate strata of scavenging an* and mixture of au' and gas and the suction causing said strata to flow, the air strata into and through the cylinder and the mixture strata into the same as the working charge-andmeans for automatically varying the volumes of the mixture and air strata in inverse ratio.

9. A gas engine having a gas and air supply, means for disposing the gas and air into alternate strata of scavenging air and mixture of air and gas, and a suction means adapted to draw the scavenging air strata into and through the engine and the'mixture strata intol and through the engine and the mixture strata into the engine as the Working charge and means for controlling the action of the suction means.

l0.' A gas engine having a gas and air supply, a mixing lvalve to which said supplies lead, a` duct leading from said valve to the inlet port of the engine, an inlet valve at said port and means for exerting a sucking action through the Working cylinder, duct and mixing valve, said valve disposing the air and gas-into alternate strata of scavenging air and mixture of airand-'gas and the suction causing said strata to flow, the air strata into and through the 'cylinder andthe mixture strata into the same as the working charge and a working piston serving to conl y trol the action of the lsuction means.

11. A gas engine having a gas supply, a mixture air supply, a scavenging air supply, means for throttling the gas and mixture air supplies as vthe load on the engine decreases and means for throttling the scavenging air supply as the load on the engine increases.

1Q. A gas engine. having a gas'supply, a mixture ,air supply, a scavenging air supply, means for throttling the gas and mixture air supplies as the load on the engine decreases and means for throttling the scavenging air supply as the load onl the engine increases and means communicating with said .supplies and with the engine and serving to dispose the air and gas in alter-v nate strata of scavenging air and. mixture of air and gas. Y a Y,

,- 13. A gas engine having a gassupply, a

mixture air supply, a scavenging air supply, a valve 1n each of Asaid supphes, a connection between the gas and mixture supply valves to cause them to operate synchronously, a governor inconnection with said valvesto tend to close them'upon increase in the speed of the engine, and a connection between the governor and the scavenging air valve to tend to open it upon increase in the speed of the engine. Y

between the gas and mixture supply valves to cause themito operate synchronously, a l

governor in connection with said valves to tend to close them upon increase 1n the speed of the engine, a connection b 'etween the governor and the,scav'enging air valve to tend to open it upon increase in the speed of the supplies and with the engine and serving to dispose the air and gas in alternate strata of scavenlging air and mixture of air and gas.

15. air supply, divided into two ducts one for scavenging air and one for' mixture air, valves commanding the mixture air duct 'and gas supply, a valve commanding the scavenging air supply, and means for automatically operating the valves, to throttle the gas and mixture air and open the scavenging air supply as the speed of the engine increases. 16. A gas engine having a gas supply, an air supply, divided into two `ducts one for 4scavenging air and one for mixture air,

valves commanding the mixture air ductand gas supply, a valve commanding the scavenging air supply and Ia governor for automatically operatingthe scavenging air supply.

gas engine having a gas supply, an'

engine, and inea-ns communicating with said 17.` A gas engine having a gas supply, an l air supply, divided `into two ducts one for scavenging ,air and one for mixture air, valves commanding the mixture air duct and gas supply, a valve commanding the scavenging air supply, means for automatically opera-ting theivalves to throttle the .,'gas and mixture air and open the scavenging air supply as the speed of the engine increases and means communicating with said supplies and with the engine and serving to dispose the air and gas in lalternate strata of scavenging air and mixture of air and gas. I

18. A gas engine having a gas, supply, an air supply,` divided into two ducts one for scavenging air and one for'gmixture air, valves `commandlng the mixture air ductand gas supp1y,'a valve commanding the scavenging air supply, a governor for automatically operating the scavenging air supply, and means communicating with'said supplies and with theengine' and serving to dispose the air and gas in alternate strata of scavenging air and mixture of air and gas. 4 A" 5 LOUIS ILLMER, Jn. Witnesses: f n

GUs'rAv A. W. InLMn-R, f. ET'HnL I. MoLaUGIiLIN. 

